INTERNATIONAL MARITIME ORGANIZATION

E
IMO

ASSEMBLY
22nd session
Agenda item 9

A 22/Res.917
25 January 2002
Original: ENGLISH
Resolution A.917(22)
Adopted on 29 November 2001
(Agenda item 9)

GUIDELINES FOR THE ONBOARD OPERATIONAL USE OF SHIPBORNE

AUTOMATIC IDENTIFICATION SYSTEMS (AIS)

THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines concerning
maritime safety,
RECALLING ALSO the provisions of regulation V/19 of the International Convention
for the Safety of Life at Sea (SOLAS), 1974, as amended, requiring all ships of 300 gross
tonnage and upwards engaged on international voyages and cargo ships of 500 gross tonnage and
upwards not engaged on international voyages and passenger ships irrespective of size to be
fitted with an automatic identification system (AIS), as specified in SOLAS regulation V/19,
paragraph 2.4, taking into account the recommendations adopted by the Organization,
HAVING CONSIDERED the recommendations made by the Maritime Safety Committee
at its seventy-third session and by the Sub-Committee on Safety of Navigation at its
forty-seventh session,
1.
ADOPTS the Guidelines for the onboard operational use of shipborne automatic
identification systems (AIS) set out in the Annex to the present resolution;
2.
INVITES Governments concerned to take into account these Guidelines when
implementing SOLAS regulations V/11, 12 and 19;
3
ALSO INVITES Governments which set regional frequencies requiring manual switching
which, from the safety viewpoint, should be limited to temporary situations, to notify the
Organization of such areas and designated frequencies, for circulation of that information until
1 April 2002;
4.
REQUESTS the Maritime Safety Committee to keep the Guidelines under review and
amend them as appropriate.

For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.

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ANNEX
GUIDELINES FOR THE ONBOARD OPERATIONAL USE OF
SHIPBORNE AUTOMATIC IDENTIFICATION SYSTEMS (AIS)
PURPOSE
1
These Guidelines have been developed to promote the safe and effective use of shipborne
Automatic Identification Systems (AIS), in particular to inform the mariner about the operational
use, limits and potential uses of AIS. Consequently, AIS should be operated taking into account
these Guidelines.
2
Before using shipborne AIS, the user should fully understand the principle of the current
Guidelines and become familiar with the operation of the equipment, including the correct
interpretation of the displayed data. A description of the AIS system, particularly with respect to
shipborne AIS (including its components and connections), is contained in Annex 1.

CAUTION

Not all ships carry AIS.

The officer of the watch (OOW) should always be aware that other ships, in particular
leisure craft, fishing boats and warships, and some coastal shore stations including Vessel
Traffic Service (VTS) centres, might not be fitted with AIS.
The OOW should always be aware that AIS fitted on other ships as a mandatory carriage
requirement might, under certain circumstances, be switched off on the master's
professional judgement.
3
The internationally-adopted shipborne carriage requirements for AIS are contained in
SOLAS regulation V/19. The SOLAS Convention requires AIS to be fitted on certain ships
through a phased implementation period spanning from 1st July 2002 to 1st July 2008. In
addition, specific vessel types (e.g. warships, naval auxiliaries and ships owned/operated by
Governments) are not required to be fitted with AIS. Also, small vessels (e.g. leisure craft,
fishing boats) and certain other ships are exempt from carrying AIS. Moreover, ships fitted with
AIS might have the equipment switched off. Users are therefore cautioned always to bear in mind
that information provided by AIS may not be giving a complete or correct picture of shipping
traffic in their vicinity. The guidance in this document on the inherent limitations of AIS and
their use in collision avoidance situations (see paragraphs 39 to 43) should therefore be heeded.
OBJECTIVES OF AIS
4
AIS is intended to enhance: safety of life at sea; the safety and efficiency of navigation;
and the protection of the marine environment. SOLAS regulation V/19 requires that AIS
exchange data ship-to-ship and with shore-based facilities. Therefore, the purpose of AIS is to
help identify vessels; assist in target tracking; simplify information exchange (e.g. reduce verbal
mandatory ship reporting); and provide additional information to assist situation awareness. In
general, data received via AIS will improve the quality of the information available to the OOW,
whether at a shore surveillance station or on board a ship. AIS should become a useful source of
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supplementary information to that derived from navigational systems (including radar) and
therefore an important tool in enhancing situation awareness of traffic confronting users.
DESCRIPTION OF AIS

Figure 1 - AIS system overview

Shipborne AIS (see Figure 1):

-

continuously transmits ship's own data to other vessels and VTS stations;

continuously receives data of other vessels and VTS stations; and

displays this data.

6
When used with the appropriate graphical display, shipborne AIS enables provision of
fast, automatic information by calculating Closest Point of Approach (CPA) and Time to Closest
Point of Approach (TCPA) from the position information transmitted by the target vessels.
7
AIS operates primarily on two dedicated VHF channels. Where these channels are not
available regionally, the AIS is capable of being automatically switched to designated alternate
channels by means of a message from a shore facility. Where no shore based AIS or GMDSS
sea Area A1 station is in place, the AIS should be switched manually.
8
In practice, the capacity of the system is unlimited, allowing for a great number of ships
to be accommodated at the same time.
9
The AIS is able to detect ships within VHF/FM range around bends and behind islands, if
the landmasses are not too high. A typical value to be expected at sea is 20 to 30 nautical miles
depending on antenna height. With the help of repeater stations, the coverage for both ship and
VTS stations can be improved.
10
Information from a shipborne AIS is transmitted continuously and automatically without
any intervention or knowledge of the OOW. An AIS shore station might require updated
information from a specific ship by polling that ship, or alternatively, might wish to poll all
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ships within a defined sea area. However, the shore station can only increase the ships reporting
rate, not decrease it.
AIS INFORMATION SENT BY SHIPS
Ships data content
11

12

The AIS information transmitted by a ship is of three different types:

-

fixed or static information, which is entered into the AIS on installation and need
only be changed if the ship changes its name or undergoes a major conversion
from one ship type to another;

dynamic information, which, apart from Navigational status information, is

automatically updated from the ship sensors connected to AIS; and

voyage-related information, which might need to be manually entered and updated

during the voyage.

Details of the information referred to above are given in table 1 below:

Information item
Static
MMSI
(Maritime Mobile Service
Identity)
Call sign and name

Information generation, type and quality of information

Set on installation
Note that this might need amending if the ship changes ownership

IMO Number

Set on installation
Note that this might need amending if the ship changes ownership
Set on installation

Length and beam

Type of ship
Location of position-fixing
antenna

Set on installation or if changed

Select from pre-installed list
Set on installation or may be changed for bi-directional vessels or
those fitted with multiple antennae

Dynamic
Ships position with
accuracy indication and
integrity status
Position Time stamp in
UTC
Course over ground (COG)
Speed over ground (SOG)
Heading
Navigational status

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Automatically updated from the position sensor connected to AIS

The accuracy indication is for better or worse than 10 m.
Automatically updated from ships main position sensor connected to
AIS
Automatically updated from ships main position sensor connected to
AIS, if that sensor calculates COG
This information might not be available
Automatically updated from the position sensor connected to AIS
This information might not be available
Automatically updated from the ships heading sensor connected to
AIS
Navigational status information has to be manually entered by the
OOW and changed as necessary, for example:
- underway by engines
- at anchor
- not under command (NUC)
- restricted in ability to manoeuvre (RIATM)

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Rate of turn (ROT)

Voyage-related
Ships draught

Hazardous cargo (type)

Destination and ETA

Route plan (waypoints)

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- moored
- constrained by draught
- aground
- engaged in fishing
- underway by sail
In practice, since all these relate to the COLREGs, any change that is
needed could be undertaken at the same time that the lights or shapes
were changed
Automatically updated from the ships ROT sensor or derived from
the gyro
This information might not be available

To be manually entered at the start of the voyage using the maximum

draft for the voyage and amended as required
(e.g. result of de-ballasting prior to port entry)
To be manually entered at the start of the voyage confirming whether
or not hazardous cargo is being carried, namely:
DG (Dangerous goods)
HS (Harmful substances)
MP (Marine pollutants)
Indications of quantities are not required
To be manually entered at the start of the voyage and kept up to date
as necessary
To be manually entered at the start of the voyage, at the discretion of
the master, and updated when required

Short safety-related
messages
Free format short text messages would be manually entered,
addressed either a specific addressee or broadcast to all ships and
shore stations

Table 1 - Data sent by ship

13

The data is autonomously sent at different update rates:

-

dynamic information dependent on speed and course alteration (see table 2),

static and voyage-related data every 6 minutes or on request (AIS responds

automatically without user action).

Type of ship
Ship at anchor
Ship 0-14 knots
Ship 0-14 knots and changing course
Ship 14-23 knots
Ship 14-23 knots and changing course
Ship >23 knots
Ship >23 knots and changing course

General reporting interval

3 min
12 sec
4 sec
6 sec
2 sec
3 sec
2 sec

Table 2 - Report rate of dynamic information

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Short safety-related messages

14
Short safety-related messages are fixed or free format text messages addressed either to a
specified destination (MMSI) or all ships in the area. Their content should be relevant to the
safety of navigation, e.g. an iceberg sighted or a buoy not on station. Messages should be kept as
short as possible. The system allows up to 158 characters per message but the shorter the
message the more easily it will find free space for transmission. At present these messages are
not further regulated, to keep all possibilities open.
15

Operator acknowledgement may be requested by a text message.

16
Short safety-related messages are only an additional means of broadcasting maritime
safety information. Whilst their importance should not be underestimated, use of such messages
does not remove any of the requirements of the Global Maritime Distress and Safety System
(GMDSS).
17
The operator should ensure that he displays and considers incoming safety-related
messages and should send safety-related messages as required.
18

According to SOLAS regulation V/31 (Danger messages)

The master of every ship which meets with dangerous ice, a dangerous derelict, or any
other direct danger to navigation, or ...is bound to communicate the information by all
the means at his disposal to ships at his vicinity, and also to the competent authorities....

19
Normally this is done via VHF voice communication, but by all the means now implies
the additional use of the AIS short messages application, which has the advantage of reducing
difficulties in understanding, especially when noting down the correct position.
Confidentiality
20
When entering any data manually, consideration should be given to the confidentiality of
this information, especially when international agreements, rules or standards provide for the
protection of navigational information.
OPERATION OF AIS ON BOARD
OPERATION OF THE TRAN SCEIVER UNIT
Activation
21
AIS should always be in operation when ships are underway or at anchor. If the master
believes that the continual operation of AIS might compromise the safety or security of his/her
ship, the AIS may be switched off. This might be the case in sea areas where pirates and armed
robbers are known to operate. Actions of this nature should always be recorded in the ships
logbook together with the reason for doing so. The master should however restart the AIS as
soon as the source of danger has disappeared. If the AIS is shut down, static data and voyage
related information remains stored. Restart is done by switching on the power to the AIS unit.
Ships own data will be transmitted after a two minute initialization period. In ports AIS
operation should be in accordance with port requirements.

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Manual input of data

22
The OOW should manually input the following data at the start of the voyage and
whenever changes occur, using an input device such as a keyboard:
-

ships draught;

hazardous cargo;

destination and ETA;

route plan (way points);

the correct navigational status; and

short safety-related messages.

Check of information
23
To ensure that own ships static information is correct and up-to-date, the OOW should
check the data whenever there is a reason for it. As a minimum, this should be done once per
voyage or once per month, whichever is shorter. The data may be changed only on the authority
of the master.
24

The OOW should also periodically check the following dynamic information:
-

positions given according to WGS 84;

speed over ground; and

sensor information.

25
After activation, an automatic built-in integrity test (BIIT) is performed.
any AIS malfunction an alarm is provided and the unit should stop transmitting.

In the case of

26
The quality or accuracy of the ship sensor data input into AIS would not however be
checked by the BIIT circuitry before being broadcast to other ships and shore stations. The ship
should therefore carry out regular routine checks during a voyage to validate the accuracy of the
information being transmitted. The frequency of those checks would need to be increased in
coastal waters.
DISPLAY OF AIS DATA
27
The AIS provides data that can be presented on the minimum display or on any suitable
display device as described in annex 1.

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Minimum display
28
The minimum mandated display provides not less than three lines of data consisting of
bearing, range and name of a selected ship. Other data of the ship can be displayed by horizontal
scrolling of data, but scrolling of bearing and range is not possible. Vertical scrolling will show
all the other ships known to the AIS.
Graphical display
29
Where AIS information is used with a graphical display, the following target types are
recommended for display:
Sleeping target

A sleeping target indicates only the presence of a vessel equipped with AIS
in a certain location. No additional information is presented until activated,
thus avoiding information overload.

Activated target

If the user wants to know more about a vessels motion, he has simply
to activate the target (sleeping), so that the display shows immediately:
-

a vector (speed and course over ground),

the heading, and
ROT indication (if available) to display actually initiated course
changes.

Selected target

If the user wants detailed information on a target (activated or sleeping), he

may select it. Then the data received, as well as the calculated CPA and
TCPA values, will be shown in an alpha-numeric window.
The special navigation status will also be indicated in the alpha numeric
data field and not together with the target directly.

Dangerous target

If an AIS target (activated or not) is calculated to pass pre-set CPA and

TCPA limits, it will be classified and displayed as a dangerous target and
an alarm will be given.

Lost target

If a signal of any AIS target at a distance of less than a preset value is not
received, a lost target symbol will appear at the latest position and an alarm
will be given.

Symbols
30

The user should be familiar with the symbology used in the graphical display provided.

INHERENT LIMITATIONS OF AIS

31
The officer of the watch (OOW) should always be aware that other ships, in particular
leisure craft, fishing boats and warships, and some coastal shore stations including Vessel Traffic
Service (VTS) centres, might not be fitted with AIS.
32
The OOW should always be aware that other ships fitted with AIS as a mandatory
carriage requirement might switch off AIS under certain circumstances by professional
judgement of the master.
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33
In other words, the information given by the AIS may not be a complete picture of the
situation around the ship.
34
The users must be aware that transmission of erroneous information implies a risk to
other ships as well as their own. The users remain responsible for all information entered into the
system and the information added by the sensors.
35
The accuracy of AIS information received is only as good as the accuracy of the AIS
information transmitted.
36
The OOW should be aware that poorly configured or calibrated ship sensors (position,
speed and heading sensors) might lead to incorrect information being transmitted. Incorrect
information about one ship displayed on the bridge of another could be dangerously confusing.
37
If no sensor is installed or if the sensor (e.g. the gyro) fails to provide data, the AIS
automatically transmits the "not available" data value. However, the built-in integrity check
cannot validate the contents of the data processed by the AIS.
38
It would not be prudent for the OOW to assume that the information received from other
ships is of a comparable quality and accuracy to that which might be available on own ship.
USE OF AIS IN COLLISION AVOIDANCE SITUATIONS
39
The potential of AIS as an anti-collision device is recognized and AIS may be
recommended as such a device in due time.
40
Nevertheless, AIS information may be used to assist in collision avoidance decisionmaking. When using the AIS in the ship-to-ship mode for anti-collision purposes, the following
cautionary points should be borne in mind:
.1

.2

AIS is an additional source of navigational information. It does not replace, but

supports, navigational systems such as radar target-tracking and VTS; and
the use of AIS does not negate the responsibility of the OOW to comply at all
times with the Collision Regulations.

41
The user should not rely on AIS as the sole information system, but should make use of
all safety-relevant information available.
42
The use of AIS on board ship is not intended to have any special impact on the
composition of the navigational watch, which should continue to be determined in accordance
with the STCW Convention.
43
Once a ship has been detected, AIS can assist in tracking it as a target. By monitoring the
information broadcast by that target, its actions can also be monitored. Changes in heading and
course are, for example, immediately apparent, and many of the problems common to tracking
targets by radar, namely clutter, target swap as ships pass close by and target loss following a fast
manoeuvre, do not affect AIS. AIS can also assist in the identification of targets, by name or call
sign and by ship type and navigational status.

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ADDITIONAL AND POSSIBLE FUTURE APPLICATIONS

AIS IN VTS OPERATIONS
Pseudo AIS information
44
VTS centres may send information about vessels which are not carrying AIS and which
are tracked only by VTS radar via the AIS to vessels equipped with AIS. Any pseudo AIS target
broadcast by VTS should be clearly identified as such. Particular care should always be taken
when using information which has been relayed by a third party. Accuracy of these targets may
not be as complete as actual directly-received targets, and the information content may not be as
extensive.
Text messages
45
VTS centres may also send short messages either to one ship, all ships, or ships within a
certain range or in a special area, e.g.:
-

(local) navigational warnings;

traffic management information; and

port management information.

46
A VTS operator may request, by a text message, an acknowledgement from the ships
operator.
Note: The VTS should continue to communicate via voice VHF. The importance of verbal
communication should not be underestimated. This is important to enable the VTS
operator to:
-

assess vessels communicative ability; and

establish a direct communication link which would be needed in critical situations.

(D)GNSS corrections
47

(D)GNSS corrections may be sent by VTS centres via AIS.

MANDATORY SHIP REPOR TING SYSTEMS

48
AIS is expected to play a major role in ship reporting systems. The information required
by coastal authorities in such systems is typically included in the static voyage-related and
dynamic data automatically provided by the AIS system. The use of the AIS long-range feature,
where information is exchanged via communications satellite, may be implemented to satisfy the
requirements of some ship reporting systems.

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AIS IN SAR OPERATIONS

49
AIS may be used in search and rescue operations, especially in combined helicopter and
surface searches. AIS allows the direct presentation of the position of the vessel in distress on
other displays such as radar or ECS/ECDIS, which facilitates the task of SAR craft. For ships in
distress not equipped with AIS, the On Scene Co-ordinator (OSC) could create a pseudo AIS
target.
AIDS TO NAVIGATION
50
AIS, when fitted to selected fixed and floating aids to navigation can provide information
to the mariner such as:
-

position;

status;

tidal and current data; and

weather and visibility conditions.

AIS IN AN OVERALL INFORM ATION SYSTEM

51
AIS will play a role in an overall international maritime information system, supporting
voyage planning and monitoring. This will help Administrations to monitor all the vessels in
their areas of concern and to track dangerous cargo.
REFERENCE DOCUMENTS
-

IMO Recommendation on Performance Standards for a Universal Shipborne

Automatic Identification System (AIS), (MSC. 74(69), Annex 3)

IMO SOLAS Convention Chapter V

ITU Radio Regulations, Appendix S18, Table of Transmitting Frequencies in the

VHF Maritime Mobile Band

ITU Recommendation on the Technical Characteristics for a Universal Shipborne

Automatic Identification System (AIS) Using Time Division Multiple Access in
the Maritime Mobile Band (ITU-R M.1371)

IEC Standard 61993 Part 2: Universal Shipborne Automatic Identification System

(AIS) Operational and Performance Requirements, Methods of Testing and
required Test Results.

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ANNEX 1
DESCRIPTION OF AIS
COMPONENTS
1

In general, an onboard AIS (see figure 1) consists of:

-

antennas;

one VHF transmitter;

two multi-channel VHF receivers;

one channel 70 VHF receiver for channel management;

a central processing unit (CPU);

an electronic position-fixing system, Global Navigation Satellite System (GNSS)

receiver for timing purposes and position redundancy;

interfaces to heading and speed devices and to other shipborne sensors;

interfaces to radar/Automatic Radar Plotting Aids (ARPA), Electronic Chart

System/Electronic Chart Display and Information System (ECS/ECDIS) and
Integrated Navigation Systems (INS);

BIIT (built-in integrity test); and

minimum display and keyboard to input and retrieve data.

With the integral minimum display and keyboard unit, the AIS would be able to operate
as a stand-alone system. A stand-alone graphical display or the integration of the AIS data
display into other devices such as INS, ECS/ECDIS or a radar/ARPA display would
significantly increase the effectiveness of AIS, when achievable.
2
All onboard sensors must comply with the relevant IMO standards concerning
availability, accuracy, discrimination, integrity, update rates, failure alarms, interfacing and
type-testing.
3

AIS provides:
-

a built in
intervals;

monitoring of the availability of data;

an error detection mechanism of the transmitted data; and

an error check on the received data.

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integrity

test

(BIIT)

running

continuously

or

at

appropriate

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AIS
Ships sensors

VHF-T x

Heading
device
CPU

VHF-Rx

GNSS Rx
VHF-Rx
Speed
device

AIS graphical
display

VHF-Rx

Rate of
turn

BIIT

GNSS-Rx

Minimum display and keyboard *

Optional item
* May be external

Figure 1 - AIS Components

CONNECTIONS

The connection of AIS to external navigational display systems

4
The AIS can be connected either to an additional dedicated AIS display unit, possibly one
with a large graphic display, or to an existing navigational system such as radar or an electronic
chart, but in the later case only as part of an integrated navigation system.
The connection of AIS to external portable navigational equipment
5
It is becoming common practice for pilots to possess their own portable navigational
equipment, which they carry on board. Such devices can be connected to shipborne AIS
equipment and display the targets they receive.
The connection of AIS to external long-range radiocommunication devices
6
AIS is provided with a two-way interface for connecting to long-range
radiocommunication equipment. Initially, it is not envisaged that AIS would be able to be
directly connected to such equipment.
7
A shore station would first need to request that the ship makes a long-range AIS
information transmission. Any ship-to-shore communication would always be made point-topoint, and not broadcast, and once communication had been established, the ship would have the
option of setting its AIS to respond automatically to any subsequent request for a ship report
from that shore station.
8
Users are reminded that SOLAS regulation V/11.10 provides that the participation of
ships in IMO-adopted ship reporting systems shall be free of charge to the ships concerned.
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ANNEX 2

TECHNICAL DESCRIPTION

1
AIS operates primarily on two dedicated VHF channels (AIS1 - 161,975 MHz and AIS2 162,025 MHz). Where these channels are not available regionally, the AIS is capable of
automatically switching to alternate designated channels.
2
The required ship reporting capacity according to the IMO performance standard amounts
to a minimum of 2000 time slots per minute (see figure 2). The ITU Technical Standard for the
Universal AIS provides 4500 time slots per minute. The broadcast mode is based on a principle
called (S)TDMA (Self-organized Time Division Multiple Access) that allows the system to be
overloaded by 400 to 500% and still provide nearly 100% throughput for ships closer than 8 to
10 NM to each other in a ship-to-ship mode. In the event of system overload, only targets far
away will be subject to drop-out in order to give preference to targets close by that are a primary
concern for ship-to-ship operation of AIS. In practice, the capacity of the system is unlimited,
allowing for a great number of ships to be accommodated at the same time.

Figure 2 - Principles of TDMA

__________

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